Locomotive-engine.



No. 63|,990- A Patented Aug. 29, |899. H. H, HUFF.

LOGOMOTIVE ENGINE.

(Application led Oct. 21, 189B.;

3 Sheets-Sheet I.

(NoModel.)

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No. 63|,990. Patented Aug. 29;, i899. H` H. HUFF.

LOCOMUTIVE ENGINE.

3 Sheets-Sheet 2.

U10 Model.

N0.6s|,99o. Patented Aug.29, |399. H. H. HUFF.

LOCOMUTIVE ENGINE.

(Application med Oct. 21g 1898.\

(No Model.) 3 Sheets-Sheet 3.

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UNITED STATES,

PATENT OEEICE.

HENRY H. HUFF, OF BOSTON, MASSAOHUSETTS,ASSIGNOR OF ONE-HALF TO ARTHUR D. OURRAN, OF SAME PLACE, AND SMITH BURTON, JR., OF

READING, MASSACHUSETTS.

LocoMoTlvE-ENGINE.

SPECIFICATION forming part of Letters Patent No. 631,990, dated, August 29, 1899. Application filed October 21,1898. Serial No. 694,199. (No model.)

tion, so that the smoke may be more perfectly consumed.

The invention consists in the improvements r which I will now proceed to describe and claim.

Of the accompanying drawings, forming a part of this specification, Figure 1 represents a sectional elevation showing my invention 2o applied to a locomotive-engine. Fig. 2 represents a top plan View showing the smoke-arch, boiler, and fire-box. Fig. 3 is a view similar to Fig. 2, showing the portions constituting my improvement in section. Fig. 4 represents a section on line 4 4 of Fig. l. Fig. 5

represents asection on line 5 5 of Fig. l looking toward the left. Fig. 6 represents a section on line 6 6 of Fig. 1 looking toward the right. Fig. 7 represents a front end elevation 3o of the engine. Fig. 8 represents a section on line 8 S of Fig. 1. Fig. 9 represents a section on line 9 9 of Fig. 1.

The same letters of reference indicate the same parts in all the figures.

In the drawings, a represents the smokearch,b the boiler, and c' the fire-box, of a locomotive-engine, the same being of any suitable form and construction. Surrounding the smoke-arch, either wholly or partially, is an 4o air-chamber d, preferably of cylindrical form, having at itslfront end a series of orifices d', that are open to the atmosphere and constitute afront air-inlet. The chamber d is preferably internally subdivided to form a sinuous passage for air entering the said front inlet and is here shown as thus subdivided by means of an annular partition d2, extending from the front end of the chamber partly to the rear end, and another annular partition 5o d3, extending from the rear end partly to the front end, said partitions causing the air to pass through the chamber in a sinuous course, indicated by the arrows in Fig. l. The rear end of the chamber d is also provided with a series-0f orifices d4, which collectively consti- 5 5 tute a rear air-inlet, said front and rear airinlets bein g opened alternately,as hereinafter explained.

e represents a sheath or jacket which wholly or partially surrounds the boiler b and which 6o preferably incloses the top and side surfaces of the re-box, the said jacket being separated from the external surfaces of the boiler and fire-box by a narrow space which constitutes a conduit communicating at one end with the air-chamber d and at the other end with a flue or passage f, which enters the forward end of the ash-pan g under the fire-box. The sheath eis preferably constructed to prevent the radiation of heat from it, and to this 7o end it may havea lining e of asbestos or other non-conducting material. The ash-pan g is externally closed-that is to say, it has no openings to receive external air excepting -through the passage f, so that all the air drawn 7 5 into the ash-pan and fire-box by the exhaust has to pass through the chambercl andjacket e, so that when it reaches the ash-pan and fire-box it is heated to a considerable extent by the heat radiated from the surfaces of the 8o smoke-arch and boiler over which it passes. The ash-pan is internally subdivided, so that 'the air which enters its forward end through the passage fis distributed and delivered uniformly'to all parts of the grate. This result 85 is accomplished in the embodiment of my invention here shown by means of two longitudinal partitions it', extending from the forward end of the ash-pan partly to the rear end, anda transverse partition t', extending 9o across the space between the partitions 1l t' and at the rear end thereof. The partitions z', i, and t" form an air-receivin g pocket extending from the front end of the grate partly to its rear end and not extending entirely across the ash-pan, narrow spaces or conduits t2 @"2 being formed between the sides of the ash-pan and the partitions t' t'. These conduits extend to a chamber 713 under the rear end of the grate and conduct a part of the air that roo 112' do not extend up to the under surface of the grate, but are offset, as shown at 724 4, Figs. 5 and 6, so that they do not obstruct the admission of air to all portions of the under su rfaee of the grate forward of the partition z".

j represents a segmental register arranged to close and open the openings d', constituting the forward air-inlet, andy'l represents a similar register arranged to close and open the openings d4, constituting the rear air-inlet. In stormy weather it is desirable to close theopenings d' to prevent the admission of rain and snow, and at such times the air is taken in through the rear inlet; but when the front inlet is open it is of course essential that the rear inlet be closed. I have therefore provided means for simultaneously moving the two registers jj' and have arranged said registers and the air-openings so that simultaneous movement of the two registers in one direction will close the front inlet and open the rear inlet, or vice versa. To this end I show a shaft lo, journaled in bearings 7c 7c', affixed to the exterior of the chamber d and provided with gears 7a2 702, meshing with segmental racks 7c3 7c3, affixed to the registers. The shaft 7a may extend to the cab of the locomotive, so that it may be operated from within the cab. Obviously when the front inlet only is open agreater amount of air enters the chamber than when the rear inlet is open.

I prefer to provide the chamber d with a branch d, which incloses the smoke-stack sv and is provided near-its upper end with airinlets d. The said branch enables the heat radiated from the smoke-stack to be utilized in heating the air supplied to the lire-box, as will be readily seen. In addition to the advantage of providing the re-box with heated air, thus greatly facilitating combustion and consuming smoke, I entirely prevent the escape of sparks, live coals, and cinders from the ash-pan, thus greatly reducing the liability of setting fires along the track. If desired, a portion of the air passing through the passage f may be admitted to the fire-box above the usual fire-brick arch therein. For

this purpose orifices o 0 (see dotted lines, Fig. 5) may be made in the front water-leg of the boiler, constituting the front wall of the fire-box.

I. Alocolnotive-engine having an air-chamber exterior to the smoke-arch, and adapted to be heated thereby, said chamber being provided with means for preventing the direct passage of air therethrough, an air-conducting sheath or jacket surrounding the boiler and connected at one end with the air-chamber, and at the other end with the fire-box, whereby heated air from the said chamber is conducted in a thin stratum along the heated external surface of the boiler7 and delivered, additionally heated,to the fire-box, and means for varying the admission of air to the said chamber.

2. A locomotive-engine having an air-chamber exterior to the smoke-arch, means for connecting said chamber with the fire-box, airinlets at the front and rear ends of said chamber, and registers whereby either of said inlets may be closed.

3. A locomotive-engine having an air-chamber exterior to the smoke-arch, means for connecting said chamber with the fire-box, airinlets at the front and rear ends of said chamber, registers' adapted to close said inlets, and means for simultaneously operating the registers, the said inlets and registers being arranged so that when one register is opened the other is closed.

4. A locomotive-engine having an air-chamber surrounding the smoke-arch and provided with internal horizontal partitions to form a sinuous passage, said passagehaving an airinlet at its front end, and an air-conduit surrounding the boiler and extending from the other end of said passage to the fire-box.

5. A locomotive-engine having an externally-closed ash-pan, means for heating air and conducting it to said inlet, and the longitudinal partitions il t' extending from the forward end of the ash-pan partly to the rear end, and a transverse partition t" extending across lthe space between the partitions at the rear end thereof, whereby the space within the ash-pan is divided into side conduits #J2/2 communicating with a chamber t3 at the rear of the partition i', for uniformly supplying air to all parts of the grate.

In testimony whereof I have affixed my signaturein presence of two Witnesses.

HENRY n nUFF. W'itnesses:

C. F. BROWN, A. D. HARRISON.

IOO 

